pjs2005 from Hampshire, UK · CC BY-SA 2.0 · Boeing 787 Dreamliner picturedThe 787 grew from Boeing's 7E7 programme and first flew in 2009. Airline service began in 2011. The family uses a composite-intensive airframe, a swept flexible wing and two large turbofans, with -8, -9 and -10 versions serving different capacity and range needs.
The 787-10 is the longest of those three variants. Its cabin size and mission figures differ from the smaller -8. Simulator avionics and automation depend on the product and update.
More about this aircraft on AirframeDB
The 787-10 first flew from Boeing South Carolina on 31 March 2017. Tim Berg and Mike Bryan flew the aircraft for four hours and fifty-eight minutes while evaluating controls, systems and handling. Boeing described the new version as an 18-foot stretch of the 787-9, making it the longest member of the family. The flight began the test programme for that version, several years after the original Dreamliner entered airline service.
First flight: December 15, 2009 ( 2009-12-15 )
Carriker describes the first 787 flight as the beginning of a deliberately gradual process. The team initially stayed within a small, well-understood part of the predicted operating envelope, then expanded the testing to different weights, speeds, altitudes and system failures. Some choices had been prepared in advance so the pilots and engineers could compare alternatives in flight rather than invent a solution after a problem appeared.
His favourite moment after the excitement of the first flight was taking ANA’s lead pilots aboard. He had spent years discussing the aircraft and their training programme with them; now they could sit in the seats and use the machine themselves. While they flew, he handled the radio and ordinary supporting duties without needing to take the controls. For him, that flight connected years of laboratory work and discussion with the airline crews who would use the finished aircraft.
Tsukamoto was an ANA 747-400 captain working in training when a 2007 assignment took him to Boeing in Seattle. He joined development discussions as a Boeing employee and contributed the perspective of someone who would eventually operate the aircraft. His recollection includes practical cockpit details, such as the seat-adjustment switch and oxygen-mask shape, alongside broader questions about flight operations and training.
Repeated testing and delays made the wait difficult. He felt responsible for helping deliver the aircraft while wondering when he would finally be able to fly it. Seeing the completed 787 brought a particular sense of achievement after so many discussions between manufacturer and airline viewpoints. He later commanded ANA’s anniversary flight on 31 October 2021 and looked back on a decade of learning alongside the aircraft, including the difficulties encountered after it entered service.
Schofield describes moving from an A320 first-officer position to the 787 as a second officer and discovering the variety of long-haul destinations. One week could bring a stop in Houston, another in Shanghai. Reaching that cockpit had involved instructing, flying Cessnas and an Islander in Vanuatu, and operating Chieftains on mining-support work in Australia before joining the jet airlines.
The attraction came with a different rhythm at home. Trips lasting several days were followed by blocks of time off, and early-morning returns often made the first day a recovery day. Social plans moved to weekdays because many friends were also shift-working pilots. She was studying for a business degree as well, setting aside a study day when each roster arrived and reading in hotels. Her interview describes the everyday organisation behind the destinations visible on a long-haul flight plan.
Horizon Simulations Boeing 787-9 GE / Rolls-Royce is the selected Horizon Simulations configuration.
Spring resistance builds with the selected airspeed response. Directed aerodynamic loading is omitted.
Pitch-trim relief is off. Autopilot following is off.
The 787 grew from Boeing's 7E7 programme and first flew in 2009. Airline service began in 2011. The family uses a composite-intensive airframe, a swept flexible wing and two large turbofans, with -8, -9 and -10 versions serving different capacity and range needs.
Strengths are normalized hardware-feel settings. They set the effect balance; hand force depends on the device and its limits. The IAS reference is a tuning value.
The final overall output scale applied to everything the model produces, before the device cap.
More: everything (spring, loads, effects) gets stronger together.
Less: everything softens together.
Why here: Scales overall profile strength while preserving effect balance, subject to device and output limits.
The base centring force that pulls the stick back to centre. Every other force stacks on it. Too low and the stick feels limp in normal flight; too high and it fights your hand and masks the smaller cues layered above it.
More: firmer centring that resists your hand at all times.
Less: a limper stick that leans on aerodynamic load alone.
Why here: This profile uses powered-control feel for Boeing 787-10 Dreamliner. The baseline spring is 0.2. Low-speed spring blending is off.
A small neutral zone around centre where the spring stays quiet, so tiny movements at rest don't chatter. Wider is calmer but looser; narrower is more precise but can twitch around centre.
More: a calmer but looser centre with more free play.
Less: a tighter centre that may chatter at rest.
Why here: Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner.
Why here: Adds smoothly ramped resistance outside the centre deadband. Zero removes this preload.
Why here: Sets the travel used to ramp in centre preload. Wider intervals make its onset more gradual.
A master scale over both sustained axis loads, applied before their independent balance. Profiles normally leave this alone and tune the two axis loads instead.
More: both axes load up harder.
Less: both axes lighten together.
Why here: The stored 0 aerodynamic-load gain is inactive under the zero hydraulic-load factor.
Enables the low-speed spring engagement window (start/full knots above). Off, the spring is constant at all speeds.
Why here: Allows baseline spring strength to rise with indicated airspeed where the control law permits it.
How much of the spring survives at a standstill, before airspeed can build any aerodynamic force. A high floor keeps the parked stick firm; a low floor gives the loose, cable-slack feel of a parked light aircraft.
More: a firmer stick while parked and taxiing.
Less: a floppier parked stick that only wakes up with airspeed.
Why here: Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength.
The airspeed where the spring begins climbing from its low-speed floor toward full strength: the controls "coming alive" on the takeoff roll.
Why here: Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit.
The airspeed where the spring reaches full strength. Between the start and this point, centring firms up progressively as airflow builds over the controls.
Why here: Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it.
The indicated airspeed where aerodynamic load reaches its designed full level. It anchors the whole load curve to the aircraft's real speed range: a 172 loads up by 110 knots, a jet much later.
More: loads arrive later; the stick stays light up to a higher speed.
Less: loads arrive earlier and cruise feels heavier.
Why here: Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit.
How much the centring itself stiffens with speed, on top of the deflection loads. Zero keeps centre feel constant; more makes the stick centre harder at cruise and looser in the pattern.
More: a centre that hardens noticeably as you go faster.
Less: constant centre feel at every speed.
Why here: The high-speed spring-stiffening gain is 1. It strengthens the permitted spring response above 122 KIAS, with the squared-speed ratio capped at 7.8.
The upper limit on speed-driven centre stiffening, so very fast flight can't wind the spring up without bound.
More: more total stiffening allowed at high speed.
Less: stiffening clamps off sooner.
Why here: Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap.
The sustained roll load from aileron deflection and airspeed, balanced independently of pitch. Together with the elevator load it sets the control-harmony ratio reviewers talk about.
More: heavier roll forces.
Less: lighter, quicker-feeling ailerons.
Why here: Roll and pitch aerodynamic scales are 0.65 and 0.86, respectively. These stored weights do not create directed aerodynamic loading while that term is inactive. No custom spring-travel curve is enabled.
The sustained pitch load from elevator deflection and airspeed, balanced independently of roll. This is the main lever behind a type's pitch weight. It does not touch aileron, spring, trim, or buffet forces.
More: heavier sustained pitch forces at speed.
Less: a lighter elevator that takes less muscle to hold.
Why here: Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings.
A cap on each steady pitch or roll force before it reaches the device, guarding against slamming or saturating the hardware in strong maneuvers.
More: stronger peak steady forces before clipping.
Less: a gentler ceiling; hard maneuvers flatten out sooner.
Why here: Caps directed-force output. Native spring effects and device limits remain separate.
How strongly elevator trim relieves held pitch force and shifts where the stick settles. At 100%, a properly trimmed aircraft needs no held pressure, the trim-away-the-load workflow of real flying.
More: trim removes more of the held pitch force; at 100% full trim zeroes it.
Less: you keep holding force even when trimmed.
Why here: The profile uses the trim behaviour configured below. Pitch relief is off, with stored authority 0; roll authority is 0.
The same relief for roll trim. Most GA types have no real aileron trim, so this stays at zero; types with roll trim get a matching value.
More: roll trim removes more held roll force.
Less: roll trim does less.
Why here: Scales supported roll-trim relief and permitted centre movement. Zero removes roll response.
Rolling surface vibration from wheel speed and surface type: pavement, grass, or gravel under the gear.
More: louder surface texture through the stick.
Less: a smoother taxi.
Why here: Sets rolling texture strength, modified by speed, surface and undercarriage configuration.
Short discrete bumps from expansion joints, ruts, and rough surface, punctuating the continuous rumble.
More: sharper hits from joints and ruts.
Less: softer ground detail.
Why here: Sets gear-bump texture during ground motion, separate from touchdown impact.
Airframe shake approaching the stall and while the stall warning is active: how loudly this wing announces it is unhappy. Types with a crisp break get modest buffet and let the horn carry the warning.
More: a louder pre-stall shake.
Less: a quieter wing; the horn carries the warning.
Why here: Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings.
Transonic buffet approaching the Mach limit. Meaningful for jets near MMO, zero for pistons and turboprops that never get there.
More: stronger transonic buffet near the Mach limit.
Less: a smoother high-Mach ride.
Why here: Sets high-Mach buffet strength; onset and full-strength thresholds are separate.
Low-frequency airframe vibration with flaps extended into the airflow, in the speed window where they actually work the air.
More: a rougher ride with flaps working the air.
Less: smoother approach flap.
Why here: Sets flap buffet at the configured position and speed gates. Flap movement texture is separate.
Airframe drumming from retractable gear hanging in the airstream. Zero for fixed-gear types, where the airframe never changes shape.
More: more drumming with the wheels hanging out.
Less: cleaner gear-down flight.
Why here: Sets gear aerodynamic buffet; movement and ground-contact cues are separate.
The dedicated stall stick-shaker buzz, fired by the aircraft's own stall-warning system. Only types with a real shaker get a value; everything else relies on aerodynamic buffet and the horn.
More: a harder stick-shaker buzz.
Less: a subtler shaker.
Why here: Sets triggered shaker strength; inactive while the shaker feature is disabled.
The one-shot kick when the wheels meet the runway, scaled by sink rate: a greaser whispers, a firm arrival thumps.
More: a harder kick at touchdown.
Less: softer arrivals.
Why here: Sets landing-impact strength; landing telemetry and response shape determine the pulse.
Rollout vibration while reverse thrust or beta-range props are working. Zero for types without reverse.
More: a rougher rollout under reverse.
Less: quieter reverse.
Why here: Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue.
Continuous powerplant vibration following RPM between idle and full power, the ever-present reminder that something is burning fuel up front.
More: more engine through the stick.
Less: a quieter powerplant.
Why here: Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration.
Continuous vibration only while the sim reports the flap surfaces actually travelling. It follows real actuator motion and failures, not an estimated timer.
More: more vibration while the flap surfaces travel.
Less: quieter flap runs.
Why here: Sets texture from observed flap movement; a command without movement does not establish the cue.
How far autopilot commands may physically move the stick. Kept tiny in MSFS, where a moved axis can read back as pilot input; zero disables following entirely.
More: the autopilot visibly moves your stick further.
Less: a barely perceptible follow.
Why here: Sets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply.
Whether this feature is active in this profile.
Why here: Retained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement.
Whether this feature is active in this profile.
Why here: Allows trim relief with supported control law and valid telemetry. Axis authorities set its amount.
Whether this feature is active in this profile.
Why here: Enables local force trim, separate from aircraft-owned trim and add-on integration qualification.
Whether this feature is active in this profile.
Why here: Allows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it.
Whether this feature is active in this profile.
Why here: Enables rate damping with the configured coefficients and control law.
Whether this feature is active in this profile.
Why here: Autopilot following is off; the configured spring and load retain the hardware feel.
Whether this feature is active in this profile.
Why here: Permits centering hold during a supported AP state, separate from following a moving target.
Why here: Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled.
Whether this feature is active in this profile.
Why here: Enables aerodynamic cues; each still needs nonzero strength and its simulator conditions.
Where this effect reaches full strength (or has fully faded, for washouts).
More: a more gradual build to a later peak.
Less: a quicker build.
Why here: Sets the final flap index for detent normalization. UP plus three detents uses maximum index3.
Where this effect begins fading in.
More: the effect begins later.
Less: it begins earlier.
Why here: Sets the first flap detent that admits buffet; this is a handle index, not degrees.
Whether this feature is active in this profile.
Why here: Permits shaker at supported warning conditions; the switch does not establish aircraft equipment.
Whether this feature is active in this profile.
Why here: Enables ground effects; each still needs its own strength and contact or motion telemetry.
Whether this feature is active in this profile.
Why here: Enables engine cues with nonzero settings and valid running-engine telemetry.
Whether this feature is active in this profile.
Why here: Enables accessory cues with configured strengths and observed accessory movement.
The strength of this effect.
More: a stronger effect.
Less: a weaker one.
Why here: Sets texture from observed gear movement, separate from aerodynamic and touchdown effects.
| Parameter | Value | What it controls and why |
|---|---|---|
| Spring strength | 0.2 | This profile uses powered-control feel for Boeing 787-10 Dreamliner. The baseline spring is 0.2. Low-speed spring blending is off. |
| Spring deadband | 0.0 | Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner. |
| Forces · Center starting force | 0.04 | Adds smoothly ramped resistance outside the centre deadband. Zero removes this preload. |
| Forces · Center starting force transition | 0.05 | Sets the travel used to ramp in centre preload. Wider intervals make its onset more gradual. |
| Force gain | 0 | The stored 0 aerodynamic-load gain is inactive under the zero hydraulic-load factor. |
| Master gain | 0.85 | Scales overall profile strength while preserving effect balance, subject to device and output limits. |
| Dynamic-pressure blend | False | Allows baseline spring strength to rise with indicated airspeed where the control law permits it. |
| Minimum spring factor | 0.55 | Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength. |
| Spring wake-up speed | 20 kt | Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit. |
| Spring full-strength speed | 122 kt | Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it. |
| Force tuning speed | 250 kt | Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit. |
| Airspeed spring stiffening | 1.0 | The high-speed spring-stiffening gain is 1. It strengthens the permitted spring response above 122 KIAS, with the squared-speed ratio capped at 7.8. |
| Airspeed stiffening cap | 7.8 | Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap. |
| Aileron force scale | 0.65 | Roll and pitch aerodynamic scales are 0.65 and 0.86, respectively. These stored weights do not create directed aerodynamic loading while that term is inactive. No custom spring-travel curve is enabled. |
| Elevator force scale | 0.86 | Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings. |
| Maximum output force | 0.55 | Caps directed-force output. Native spring effects and device limits remain separate. |
| StickFeel · Trim feel enabled | False | Retained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement. |
| StickFeel · Trim relief enabled | False | Allows trim relief with supported control law and valid telemetry. Axis authorities set its amount. |
| StickFeel · Elevator authority | 0 | The profile uses the trim behaviour configured below. Pitch relief is off, with stored authority 0; roll authority is 0. |
| StickFeel · Aileron authority | 0 | Scales supported roll-trim relief and permitted centre movement. Zero removes roll response. |
| StickFeel · Force trim enabled | False | Enables local force trim, separate from aircraft-owned trim and add-on integration qualification. |
| StickFeel · G load enabled | False | Allows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it. |
| StickFeel · Rate damping enabled | False | Enables rate damping with the configured coefficients and control law. |
| Autopilot · Follow enabled | False | Autopilot following is off; the configured spring and load retain the hardware feel. |
| Autopilot · Follow authority | 0.1 | Sets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply. |
| Autopilot · Neutral hold enabled | False | Permits centering hold during a supported AP state, separate from following a moving target. |
| Autopilot · Neutral hold strength | 0.6 | Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled. |
| Aero · Enabled | True | Enables aerodynamic cues; each still needs nonzero strength and its simulator conditions. |
| Aero · Gain | 0 | Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings. |
| Aero · Gain | 0 | Sets high-Mach buffet strength; onset and full-strength thresholds are separate. |
| Aero · Gain | 0 | Sets flap buffet at the configured position and speed gates. Flap movement texture is separate. |
| Aero · Max flap index | 6 | Sets the final flap index for detent normalization. UP plus three detents uses maximum index3. |
| Aero · Min flap index | 2 | Sets the first flap detent that admits buffet; this is a handle index, not degrees. |
| Aero · Gain | 0 | Sets gear aerodynamic buffet; movement and ground-contact cues are separate. |
| Aero · Shaker enabled | True | Permits shaker at supported warning conditions; the switch does not establish aircraft equipment. |
| Aero · Amplitude | 0.9 | Sets triggered shaker strength; inactive while the shaker feature is disabled. |
| Ground · Enabled | True | Enables ground effects; each still needs its own strength and contact or motion telemetry. |
| Ground · Gain | 0.4 | Sets rolling texture strength, modified by speed, surface and undercarriage configuration. |
| Ground · Gain | 0.32 | Sets gear-bump texture during ground motion, separate from touchdown impact. |
| Ground · Gain | 0.9 | Sets landing-impact strength; landing telemetry and response shape determine the pulse. |
| Ground · Gain | 0 | Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue. |
| Engine · Enabled | True | Enables engine cues with nonzero settings and valid running-engine telemetry. |
| Engine · Gain | 0.06 | Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration. |
| Mechanical · Enabled | True | Enables accessory cues with configured strengths and observed accessory movement. |
| Mechanical · Gain | 0.12 | Sets texture from observed flap movement; a command without movement does not establish the cue. |
| Mechanical · Gain | 0.12 | Sets texture from observed gear movement, separate from aerodynamic and touchdown effects. |
If your time in the type says this page got something wrong, correct it here.
This page is built from cited references, and real time in the type beats a citation. Quote the claim that reads wrong and tell us what the actual aircraft does. Corrections go to the maintainer for review and feed the next revision of this research.
Open conversation about flying and tuning the Boeing 787-10 Dreamliner, in the community forum. Corrections above go privately to the maintainer; hangar talk is public.